Fuel saver for internal combustion engines



Feb. 15, 1944. E, J, GRE NE. 2,342,046

FUEL SAVER FOR INTERNAL COMBUSTION ENGINES Filed June 29, .942 2 Sheec-Sheet 1 N 27%? J 'reene New)? Inventor E. J. GREENE 2,342,046

Feb; 15, 1944.

FUEL SAVER FOR INTERNAL comsuswxon ENGINES 2 Sheets-Sheet 2 f Filed June 29, 1942 Inventor v .Eywr reen/e a Attorney.

?atented Feb. 15, 1944 FUEL SAVER FOR INTERNAL COMBUSTION ENGINES Edgar J. Greene, Schenectady, N. Y. I

Application June 29', 1942, Serial No. 448,977

I 1 Claim.

This invention relates to new and useful improvements in fuel form charging means for internal combustion engines and more particularly to means for adding air to the charge under certain favorable operating conditions of the engine.

The principal object of the present invention is to provide an aid admission device for the intake manifolds of internal combustion engines with a view toward adding air increasingly as v the bore H! with a small chamber 2| from which the engine warms up and acceleration takes place. Another important object of the invention is to provide a device of the character stated which can be readily installed on internal combustion engines of modern design.

Other objects and advantages of the invention will become apparent to the reader of the following description.

In the drawings Figure 1 represents a fragmentary side elevational View showing an internal combustion engine with the present invention installed thereon.

Figure 2 is an enlarged sectional view taken substantially on the line 2-2 of Figure 1 and showing the mercury switch.

Figure 3 is an enlarged fragmentary sectional view taken substantially on the line 3-3 of Figure 1.

Figure 4 is a sectional view taken substantially on the line 4--4 of Figure 3.

Figure 5 is a vertical sectional view through the electro-magnetic valve.

Referring to the drawings wherein like numerals designate like parts, it can be seen that numeral 5 generally refers to a modern type automobile engine which has an air cleaner 6 and a down pipe 1 therefrom leading to the usual intake manifold 8.

A unit 9 is installed in the down pipe 1, it preferably being that the down pipe I is in two sections with the unit 9 bolted between the same by bolts or the like It]. The unit 9 has an opening therethrough aligned with the passageway through the down pipe I and is also formed with an internal circumferentially extending passage way I I, one wall of which has openings l2 therein for communicating the interior of the passageway II with the passageway of the down ,pipe I.

The unit 9 has a laterallydisposed formation l3 in which is a threaded bore l4 receiving a screw IS, the latter having a knurled head l6 at its outer end and a needle point valve H at its inner end, the valve being cooperative with a seat l8 in advance of a small port l9.

A port 20 communicates the passageway II with the bore it, while theport l9 communicates extends a short pipe 22 to one side of a valve body 23 in which is a seat 24 against which a valve element 25 is operative.

This valve element 25 has an upstanding stem 26 disposed into an electro-magnet 21 located within a shell 28 secured by screws 29 to the top of the valve body 23.

Numeral 35 denotes a hollow bolt through which conductor wires can be disposed to the electro-magnet 21. This bolt 3|] incidentally holds a dome-shaped cap 3| on the shell 28.

From the other side of the valve 23 which when opened admits air to the unit 9, is a pipe 33 which connects to the upper portion of the air 7 thermostatic switch 39, a fuse 40, a switch M and a battery 42 are all connected in series as is clearly shown in Figure 1.

When the accelerating rod 34 is actuated to open the valve 35, the mercury switch 39 will be tilted to bridge the contacts therein. However, 'this will not affect the valve element 25 until such time as the engine heats up sufiiciently to close the conventional thermostatic switch 39, whereupon the circuit will be completed including the battery 42, switch 4|, fuse 45, thermostatic switch 39, mercury switch 38 and electro-magnet 21, lifting the valve element 25 so that additional air can be admitted to the intake manifold.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, size and materials may be resorted to without departing from the spirit and scope of the invention as claimed hereinafter.

Having described the claimed as new is:

In combination with an engine intake manifold, a throttle control member, a switch operated by the control member, an additional air admisssion valve for the intake manifold, a source of current, said valve and switch being connected with the source for operation when the switch is closed, and athermosttic switch in circuit with the electro-magnetic valve and switch.

invention, what is EDGAR J. GREENE. 

